Marine motor



Nov. 26, 1929. T. SMITH 1,737,523

' MARINE MOTOR Filed Sept. 1. 1926 5 Sheets-Sheet 2 f3 52 CL... i -65 1 V 59 19 i' ill: 40 u i 142/32 Q 15 34 10 150 1 115 .1618 Z 4 0 15 10 1229 T. L. SMITH MARINE MOTOR Nov. 26, 1929.

Filed Sept. 1. 1926 5 Sheets-Sheet 3 T. L. SMITH MARINE MOTOR Nov. 26, 1929.

Filed Sept. 1. 1926 5 Sheets-Sheet 4 Nov. 26, 1929. 1', sM|TH 1,737,523

MARINE MOTOR Filed Sept. 1. 1926 5 Sheets$heet 5 Zfl Ziiaeaa e551 @5 Patented Nov. 26, 1929 UNITED STATES PATENT OFFICE THEODORE L. SMITH, OF DETROIT, MICHIGAN, ASSIGNOR T0 CAILLE BROTHERS COM- PANY, OF DETROIT, MICHIGAN,

A CORPORATION OF MICHIGAN MARINE MOTOR Application filed September 1, 1926.

This invention relates to marine motors, more particularly to marine motors of the out-board type and its objects are the provision of a generally improved, well balanced and easily and flexibly controlled motor of this sort, in which the propeller blades have reverse, neutral and forward pitch positions for controlling the speed and direction of movement and in whlch the propeller shaft is, at the same time, tiltable to clear obstructions.

In order to prevent the propeller shaft from swinging backward when the propeller blades are moved into reverse position, due to the forward thrust of the blades in the water when in such position, provision is made for locking the propeller shaft against tilting when the propeller blades are in reverse. The locking device preferably locks in neutral position and holds the motor rigid for starting and when the blades are moved into forward position the locking device is disengaged and the propeller shaft is freed to tilt clear of obstruction in the path of movement of the boat.

The entire control may be through a single tiller handle operable to swing the propeller into different positions for changing the direction of movement of the boat. The pitch of the propeller blades may also be changed through this same handle, which may also operate to lock the propeller shaft against tilting when the blades are moved into reverse pitch position.

The arrangement of the parts is especially suited for ease and convenience in starting, stopping and maneuvering the boat and for ease and convenience in carrying or transporting the motor. The device has a low center of gravity and is compact and well-balanced.

Other features and advantages of the invention will appear from the following detailed description and claims taken in connection with the accompanying drawings in which:

Figure 1 is a front elevational view of .a motor embodying the invention;

Fig. 2 is a side elevational view;

Fig. 3 is a detail horizontal section taken Serial No. 132,993.

on the line 3-3 of Fig. 2, and showing the control tube,'quadrant and tiller handle assembly at the upper end of the propeller shaft;

Fig. 4 is a fragmentary detail section taken on the line 44 of Fig. 2 through the water inlet pipe and its mechanical connection with the tiller handle;

Fig. 5 is a horizontal section taken on the line 55 of Fig. 2 and showing different positions of the propeller in dotted lines;

Fig. 6 is a top plane View of the motor;

Fig. 7 is a detail section taken on the line 77 of Fig. 2;

Fig. 8 is a fragmentary detail section taken on theline 88 of Fig. 7;

Fig. 9 is a section taken on the line 99 of Fig. 8;

Fig. 10 is a fragmentary detail section taken axially along the lower end of the propeller shaft;

Fig. 11 is a section taken on the line 1111 of Fig. 10;

Fig. 12 is a section taken on the line 12-12 of Fig. 10;

Fig. 13 is a section taken on the line 1313 of Fig. 10;

Fig. 14 is a section taken on the line 1414 of Fig. 10;

Fig. 15 is a view of one of the propeller blades taken from the hub end;

Fig. 16 is a vertical section taken on the line 1616 of Fig. 10;

Figs. 17A, 17B, 17C, 17D, and 17E are more or less diagrammatic views showing the different pitch positions of the propeller blades;

Fig. 18 is a more or less diagrammatic view showing the crankshaft with its connected pistons and the main propeller or drive shaft between the crankshaft and the propeller;

ally vertically in operating position. The engine 5 has two 180 or diametrically opposite cylinders 8 which open into the centrally disposed crank case 6 and are fastened thereto by bolts 9.

Operating in the diametrically opposite cylinders 8 are two 180 or diametrically oppositely acting pistons 10 connected to the crankshaft 7 through suitable connecting rods 12. .lVhile this may be varied, both pistons preferably move outwardly on their suction stroke together and inwardly on their power stroke together, the charges within the cylinders being fired together by suitable spark producing means. The disposition of the engine cylinders and action of the pistons provide a balanced action in operation, permitting relatively great power with a minimum of vibration and rocking of the boat.

The cylinders 8 lie in a generally horizontal plane, one on each side of the central crankshaft 7.

The motor 5 is secured at 14, (Fig. l) to motor brackets 15. The motor brackets 15 are pivoted at 16 on a common horizontal axis, to the main transverse clamping bracket or frame 18.

The transverse clamping frame 18 has clamps 19 at its opposite ends for attaching the motor to the stern board of the boat or other suitable board or frame arranged to receive same. The clamps 19 are of U-formation to be applied over the stern board 20, for example, and are provided with suitable screws 21 for securely and rigidly attaching the frame or bracket 18 to the board or support 20.

Fixed upon the upper end of the crankshaft 7 and overlying the engine cylinders 8 is the fly wheel 24. The fly wheel 24 is shown as provided with a rope starter and its disposition maintains the balance and disposes the starter for convenientaccess and ease of operation. The particular starter shown comprises a disc-like element 26 overlying and secured to turn with the fly wheel at 27. The disc-like element 26 forms a reel between it and the fly-wheel as shown in Fig. l and the periphery of the disc at 26 is notched at diametrically opposite points at 28. A fiexible cranking element Well known in 'the art is adapted to be engaged with one of the notches 28 and wrapped in the reel between the fly wheel and disc-like element and given a quick pull to pull the fly wheel and crankshaft against compression, whereupon, ignition suddenly reverses the motion and turns the engine over in the opposite direction.

The exhaust manifold for discharging the exhaust gases from the engine comprises a pair of exhaust tubes 30 which are bolted at their forward ends over the exhaust orts of the respective engine cylinders 8 an extend out laterally of the cylinders 8 and beneath the fuel tank. Secured between the rear ends of the exhaust tubes 30, as by means of a bolt 32 is a suitable muffler 34 having an apertured wall (not shown) through which the exhaust gases are discharged.

The tank for carrying the gasoline or other fuel is designated at 35 and suitably secured to the bottom of the tank 35 are mounting brackets or arms 36 which are fastened directly to the walls of the cylinders 8. The fuel tank 35 lies in a generally horizontal plane over the mufiler 34 and rearwardly of the fly wheel 24 being preferably of generally kidney shape as shown in Fig. 6 to receive the fly wheel and conform itself thereto. The fuel tank 35 has a filler opening provided with a suitable filler cap 38 which may have an integral filler or measuring cup. The rear part of the tank 35 may be additionally braced at opposite sides of the motor bystraps- 39 suitably connected between the bolt or pin 32 and the bracket arms 36.

The engine is supplied with combustible mixture from a carbureter 40 (Figs. 1 and 5) suitably secured to the forward wall of the crank case 6 and opening into the crank case 6 between the cylinders 8. The carburetor 40 is supplied with fuel from the tank 35 by means of a tube 42 (Fig. 2). The tube 42 is provided with a shut-off valve 43.

Each engine cylinder 8 is provided with a spark plug 45 and these spark plugs 45 are connected thru suitable conductors 46 with the contacts of a suitable breaker. The magneto is built into the fly wheel 26. The fly wheel comprises the main fly wheel part which is fixed upon and turns with the crankshaft of the engine and this part surrounds and is rotatable about the coil and contact bearing part 50. The surrounding part 24 has an annular magnet and a suitable cam (not shown) adjacent its hub. The part 50 remains relatively stationary in the operation of the motor and carries a suitable coil and a suitable breaker which is engaged by the cam carried by the part 24 upon rotation thereof for producing suitable sparks simultaneously in both engine cylinders 8.

The part 50 has a suitable radial handle 52 by means of which the part 50 is adapted to be turned with respect to the part 24 to change the position of the breaker on the part 50 relative the cam on the part 24 and thereby the point in theorotation of the part 24 at which the breaker is engaged by the cam. This advances and retards the spark and the speed of the engine may be controlled thereby.

A battery connection is also provided in the form of a plug 53 connected through conductors 54 with a suitable battery (not shown). The plug 53 is adapted to be inserted into a jack built into the handle 52 to connect the battery and give a hot spark for quick starting. To change over to magneto ignition, the plug 53 is withdrawn from the jack in the handle 52. A quick detachable connection is thereby provided through the handle 52 for electrically connecting and disconnecting a battery or changing to magneto as desired. 7

A main propeller or drive shaft 60 is drivingly engaged at 62 (Fig. 18) with the cranle shaft 7 and extends down substantially vertical and in line with the crankshaft in its operating position. The lower end of the propeller shaft 60 has suitably fixed thereon to turn therewith, a bevel gear 63 which meshes with a bevel gear 64 which is in turn fixed upon and turns the short auxiliary propeller shaft 66 disposed at the lower end of the shaft 60 and substantially normal thereto. The propeller 68 is fixed upon the shaft 66 to turn therewith (by means of a diametrical pin 70 passing through the shaft 66 and the reduced collar formed integral with the hub of the propeller. The pin 70 is preferably weaker than the propeller so that in case of engagement withan obstruction the pin will shear first and thereby prevent injui-y to the propeller.

The propeller is of the change pitch re versing and speed change type and it comprises a hub 72 (Fig. 11) having opposite flat faces 73 upon which the blades 74 are swingably mounted. The base of each blade 74 has a projecting pin 76 which fits in an opening in the hub 72 and mounts the blade for swinging movement upon the hub about the axis of the pin 76. The cooperating shoulder 78 may be curved about the axes of the pins 76 so as not to interfere with the swinging movement of the blades upon the hubof' the propeller.

For shifting the blades 74 to change their pitch positions, a blade shifter is provided in the form of a sleeve or collar 80 rotatable and shiftable longitudinally upon a hub 82 formed integral with the gear housing 83. The shifting collar 80 has a pair of diametrically opposite arms 85 which extend through and operate in grooves 86 in the propeller hub 72 as shown in Fig. 13.

The inner end of each blade 7 4 has a transversely elongated slot 88 and the adjacent end of each arm 85 has a radial pin 89 one of which engages in each of the slots 88. It will now be apparent that by shifting the collar 80 longitudinally upon the hub 82 the blades 74 will be swung about the axes of the pins 76 by means of the pin 89 and slot 88 connections between the arms 85 and the blades 74.

For shifting the blade controlling collar 80, a shifting yoke 92 is pivoted at 93 between a pair of lateral arms 94 formed integral with and projecting from the gear casing 83. The

' opposite ends of the saddle portion of the yoke 92 are grooved at 95 (Fig. 11) which grooves 95 engage with the diametrically oppositepins 96 on the propeller shifting ring 97. Thus, when the yoke 92 is swung about its pivot 93 the collar 80 is shifted longitudinally upon the hub 82.

The vertical shaft 60 is enclosed within a tube 100 the lower end of which is joined at 102 with the upwardly extending hub-like portion 103 of the gear casing 83. The coupling or connection 102 comprises a split lower end of the tube 100 by a screw 104 which interlocks with the hublike portion 103. The interlocking engagement permits relative rotation but prevents relative longitudinal displacement.

The tube 100 is free to turn on the depend ing hub 107 and the propeller gear connections and entire drive at the lower end of the propeller shaft turns with it bodily to move the propeller into different angular positions about the axis of the shaft 60 for the purpose of steering theboat as desired.

For the purpose of turning the propeller or control tube 100 to swing the propeller as sembly bodily into different positions,.a control lever 115 is provided. This lever 115 is pivoted at 116 to be swung vertically and the bolt or pin forming the pivot 116 interlocks with the depending hub 107, of the crank case of the engine, as shown in Fig. 3, and thereby locks the tube 100 against axial or longitudinal displacement from the hub 107. The groove in the hub 107 which the pin or bolt 116 interlocks is annular about the periphery of the hub 107 to permit rotation of the tube and handle.

The rear end of the lever 115 has pivotal connection at 118 with a clevis 120 forked at its upper end as shown in Fig. 4 and pivoted at .118 to the adjacent end of'the lever 115. The lower end of the clevis 120 is threaded at 121 upon a stud extending up from a T connection 122.

The T 122 is secured at 123 upon the upper end of a tubular stem or pipe 124 and secured upon the lower end of the pipe 124 is an elbow 125 (Figs. 2 andlO). This elbow 125 is in turn connected at 126 with a clevis 127 pivoted at 128 to the upper obliquely turned end of the shifting yoke 92. Swinging movement of the control lever 115 about its pivot 116 is thereby transmitted through the clevis 120, T 122, pipe 124, elbow 125 and clevis 127 to the shifting yoke 92, swinging said yoke 92, about its pivot 93 to shift the collar 80 axially along the shaft 66 and swing the blades 74 about their pivot 76 into different angular positions through the connections For locking the lever in different angular positions and thereby the propeller blades in different pitch positions the sides ofthe lever are separated as shown in Fig. 3 to receive the quadrant arm 106 which extends between them. The outer end of the quadrant arm is provided with an arcuate slot 130, arcuate about the pivot 116 as an axis and provided with a plurality of notches 132, one for each .the slot 130 an the notches 132. The opposite ends of the of the positions of the propeller blades as .shownin Figsl'Z-A to. 17Erespectively.

The outer end of the control lever 115 ispro videcl with-o controlhandle 134'whieh may have a rubher or other suitable grip and a rod 135 extehds through this handle. As shown in Fig. l9-the outer end of the rod 185 has a button 136 and its inner end is attached, to

o. clevis. 138, the forked end of which straddles the adjacent end of the uadm-nt arm 106 and carries .a Cpin l0=whic passes through is selectively engageeble with pin 14:0 extend into openings 142 in the sides or the lever 115, these openings 142 being elongated to permit shifting or moving the .pin out ofengogement with the notches 109,

- To change bypressing the button 136. Thepin 140 is normally engaged with one of the notches 132 by 3. 8111" "14:8:

p he. pitchof the propeller blades 74 the. button 136' is'nressed to disengage the locking pin 140 and the lever 115 isfswung to. positionlthe blades 74st the desired pitch,

. thepin-MO automaticallyspringing into or engogingthe notch 132 for that position and locking the blades against displacement.

In the particular embodiment of the invent-ion, selected for illustration, the propeller blades-{More shown as having two speeds forward, two speeds reverse and it neutral or idlingosition. High speed forward is shown in: i'g..17-A, low speed forward or trolling speed in Fig. 17-B, neutral or idling position in Fig. 17-C and the two reverse speeds in Figs. 17'D and 17--E,

respectively. When the blades are in neutral or idling position as shown in Figs 17-C,

they revolvewithout movino; the boat- This permits: the motor to be started at the --dock,

the. boat remaining stilluntil the blades are 'shiftedeither-into forwardorbsckward po- I sition. The neutral position also gives, the

operator a chance to adjust the motor and let it warm ups. minute before putting on thelosd. This minimizes the sputtering'snd stsllingtlmt is otherwise apt to occur where the=1oad isplaced on scold motor the instant it starts. This arrangement also perwits-the motor tote-reversed from" a stand ing start stud the bladesma-y be operated to act as a-bro-ke on the boat to bring it-to ndead standstill at will.

The handle 134 forms ccommon handle for changing the eitch or angle of twist of the propeller blades and for turning the control tube and propeller bodily about the vertical'axis of the main propeller shaft.

' The bottom of the gear-case 83335 the loo-er end of the-main-.propelier shaft has an in tegral downwardly extending -fin or slrig 150 which acts as s rudder and also to engage obstructions in the path of movement ofzthe boat to swing the propeller clear thereoit-without injury to the propeller.

- locks the fixed position and against swinging back ward under the reverse clutch of the propel-l leri The device-automatically looks when in neutral position, holdin the motor rigid for starting and as the blac es of the propel- For clearing obstructions and benching, the entire motor wand vertical propeller assembly, are 'tiltu'ble about the axis of the pivotal supports .16. oneof the tilted posi-- shaft mi cler'the thrust of the propeller 68' in the forward operating positions thereof :mdits adjustable mounting in the slots 164 permit the position of the stop 168 to be adjusted at will to hold the tube 100 in generally vertical position with difierent stern board arran cments. In the forward held against thelstop 168 by the thrust of the propeller blades in the water vand the entire motor will at the same time be free.

to tilt reorwsrdlv to clear obstructions and ljmucl'llllg or the like.

. However, when the blades Pk of the propeller are swung into their reverse pitch positions the thrust of the pro eller willbe in the opposite chrectlon and t us .tbrust would .snovcment of the. set the tube will be thistime tend to swing the tube and .as-

s'ociatcd parts rearwardly. To prevent the propeller and shaft from swinging backward when the motor isshifted in reverse position, in this msnner thcre isattached at 170' to the .rod or pipe 124 which operates'the propeller blade, arin casting 172.. In shitting thetiller handle to reverse position, the pipe or rod 12% moves upward to shift the propeller blades into their reverse pitch po sitions. The ring member 170 by its attac-hment to-the'gpipe. 124 moves upward sil multeneously therewith and automatically engages over the lower end of the saddle.

stop 168. The when adjusted I ropellernnd shaft in relatively position of the saddle stop ler are shilted into their forward pitch positions, the ring member 170 is moved downfrom the stop 168'andthe propeller and shaft eing relatively fixed, this are freed or released for rearward tilting to clear obstructions and the like; as be-- A hook 180 (Fig. 2) swingably secured to thebraoket 18 is .oldeptcd to be swungup into engagement with the slot in the quadrant arm 106. to lockthe motor with the .pmpellerand shafttllted resrwardly, as for ezltxample, when the motor is beached or the li 'e.

The pump mechanism for supplying water to the water jacket of the engine, is indicated generally at 185 adjacent the gear case 83. It is enclosed in a case 186 bolted at 187 to the gear case 83. i

The pump 185 comprises a hollow plunger 190 mounted for reciprocation in a vertical bore 192 in the pump body 193 which is se cured at 194 in the case 186. The pump has an inlet check valve 195 and an outlet check valve 196, a passage 198 placing the inlet in communication with the bore 192. .A coiled spring 199 interposed between the plunger 190 and the flange 200 forces the plunger down into engagement with the cam 202.

The cam 202 is fixed as by means of a diametrical pin 203 upon the adjacent reduced end of the propeller shaft 66, for rotation with said shaft. The pump inlet 204 may be screened or provided with restricted inlet openings 205 and the upper ends of the inlet and outlet bores are closed by suitable plugs 208.

In operation as the plunger 190 is forced outwardly beyond the passage 198 water enters the submerged inlet 204 and as the plunger is moved in the opposite direction by the cam 202, the water is forced out through the outlet 210 and through the out let nipple 212 which is connectedby a flexible hose 214 with the pipe 124 through the elbow 125. The blade shifting pipe 124 forms the water supply pipe to the engine cylinder and the T 122 at the upper end of this pipe is connected through flexible tubes 218 with the Water jackets of the respective cylinders.

The discharge of water from the jackets surrounding the engine cylinders may be through suitable outlet or water discharge tubes 220. The bearing 222 (Fig. 11) for the pump cam end of the shaft 66 may be clamped between the gear case 83 and the pump case 186, and the joint between the pump and'the gear cases may be suitably gasketed.

From the foregoing it will now be apparent that the motor is free to tilt clear of obstructions in the normal forward running thereof and that it is automatically locked against tilting in neutral and reverse positions. The mechanical actuating connections for changing the pitch positions of the blades 74 form circuit connections in the cooling system.

The arrangement of the parts of the described structure are peculiarly adapted for the purpose of the device. For example, it will be noted that the handle 134 performs the dual functionof a steering handle for turning the tube 100 and the propeller 74 bodily and a control handle for changing the speed and shifting into neutral and reverse by shifting the pitch ofthe propeller blades. This handle extends from beneath the engine substantially centrally between the cylinders thereof. The fly wheel overlies the engine substantially centrally for convenient access in starting and the spark control handle 52 extends substantially centrally from between the cylinders of the engine and beneath the fly wheel and between it and the control handle 134. I

The tank 35 is provided with a suitable vent 250 and a compensating spring 252 for the motor (Fig. 1) is connected between the inner end of the lever 115 and one of the motor brackets 15. The adjusting needle valve of the carbureter is indicated at 260 in Fig'. 2 and the spark plugs may be provided with suitable rubber hoods or covers 265 for excluding water and moisture. A grease cup and tube 270 (Fig. 1) is provided for the crankshaft bearing between the engine and the fly wheel.

I claim 1. In a device of the class described, the combination of a swingable drive shaft, 9, driving engine therefor, a propeller shaft geared to the drive shaft,-a propeller on said shaft, said propeller comprising blades having different pitch positions, a handle for moving the blades into different pitch positions, and means for rigidly holding the propeller shaft against swinging in one onl of the pitch positions of said blades and for me ing said propeller shaft for swinging movement in both directions when in another pitch position of said blades.

2. In a device of the class described, an

engine having a water jacket, a propeller, a shaft driven by the engine and connected to drive the propeller, said propeller having ad j ustable blades, means for adjusting said blades, said means beinghollow, and a pump driven by said engine and having its outlet connected to deliver to the water jacket of the engine through said propeller adjusting means,

3. In a device of the class described, the combination of a standard having a motor at its upper end and a propeller at its lower end, said propeller having adjustable blades, a bracket pivotally connected with the standard for attaching same to a boat, a handle for adj usting the blades, means operatively connecting said handle with the blades, an arm extending from the bracket adjacent the.stand-' ard, a stop on'said arm and a ring member embracing the standard and carried by said connecting means for engaging over said stop to lock the standard against tilting movement in one blade position and released from said stop by said handle in adjustment of the blades.

4. In a device of the class described, the combination of an engine, an adjustable pitch propeller connected to be driven thereby, means for adjusting the pitch of the propeller and cooling means connected with the engine through said propeller adjusting means.

5. In a device of the class described, the combination of an engine, an adjustable propeller connected to be driven thereby, means for supplying a cooling medium to the engine and means connected with said cooling medium supply means for moving it longitudinally to ad j list the propeller therethrough.

(3. In a device of the class described, the combination-with a motor having an adj nstable element, of means for supplying a cooling medium to the motor and means connected with said cooling medium supply means for moving it with respect to said motor to adjust said adustable element. therethrough.

7. In a devicp of the class described, the combination of an engine having a cooling jacket. an adjustable pitch propeller con nected to be driven thereby, means for adjust ing the pitch of the propeller, said means being hollow, a pump driven by the engine and a connection between the pump and said hollow adjusting means for delivering a cooling medium to the cooling jacket of the engine 0 tlierethrough.

8. In a device of the class described, the r-oi'nbination of an engine having a cooling jacket, an adjustable pitch propeller conheeled to be driven thereby, means movable. longitudinally to adjust the pitch of the propeller, said means being hollow, a pump driven by the engine and a connection between the pump and said hollow adjusting means for delivering a cooling medium to the cooling jacket of the engine therethrough, said connection comprising a flexible hose connected between the pump and said hollow adjusting means.

9. In a device of the class described, the combination of a standard having a motor at its upper end, said motor having a cooling jacket, a vertical drive shaft connectedto the motor at its upper end, a horizontal propeller shaft geared to the lower end of the drive sha ft, a variable pitch propeller on said propellcr shaft, a pivoted handle adjacent the upper end of the standard, atubular connection between said handle and the propeller movable longitudinally to adjust the pitch of the propeller, and a pump geared to the propeller shaft and connected with said tubular adjusting connection to deliver a cooling medium to the cooling jacket of the engine therethrough.

In witness whereof, I hereunto subscribe my name this 25th day of August, 1926. THEODORE, L. SMITH. 

